PRESENTATION TO SOUTHERN SAN FERNANDO VALLEY AIRPLANE NOISE TASK - - PowerPoint PPT Presentation

STEVEN M. TABER, PARTNER

L EECH T ISHMAN F USCALDO & L AMPL, I NC. N OVEMBER 6, 2019 O N BEHALF OF B ENEDICT H ILLS E STATES A SSOCIATION AND B ENEDICT H ILLS H OMEOWNERS A SSOCIATION

PRESENTATION TO SOUTHERN SAN FERNANDO VALLEY AIRPLANE NOISE TASK FORCE

AGENDA FOR PRESENTATION

• Opening Remarks
• Short History of Benedict Hills Involvement with

Departures from Hollywood Burbank Airport

• Negotiations that Led to the Settlement Agreement
• The Procedures
• How the Settlement Procedures check many of the

boxes for the Community Groups

HISTORY

▫ 2011 – “Fight Burbank Noise” group formed to address the

increase in airplane noise over homes south of Burbank Airport.

▫ End of 2011 – Fight Burbank Noise met with members of

Congressman Henry Waxman’s staff and a member of Los Angeles Councilman Paul Koretz’ staff.

▫ January 2012 – Meeting with three representatives of BUR,

• Rep. Waxman’s staff and area residents.

▫ July 2012 – FAA said that it would meet. FAA Regional

Administrator William Withycombe retires before meeting takes place.

▫ March 2013 - At the request of the residents, Rep. Adam

Schiff requested and received a report from the FAA.

HISTORY (P.2)

• July 2013 – Rep. Waxman arranges a meeting at FAA’s
• ffices in Hawthorne Acting Regional Administrator David

Suomi.

• October 2013 – Benedict Hills residents engage Steven

Taber to represent them and brings in Airspace Consultant Barry Yurtis.

• March 2014 – Consultant Barry Yurtis delivers his

analysis, proposing curved departures from both VNY and BUR to keep aircraft above the 101/134 freeway as they gained altitude.

• October 2014 – Proposal presented to FAA Regional

Administrator Glen Martin was well-received by FAA.

HISTORY (P.3)

• November 2014 – FAA indicates that it would design a curved

departures as part of the Southern California Metroplex.

• July 2015 – FAA issues draft Environmental Assessment

without curved departures.

• September 2015 – Benedict Hills submits comments on the

SoCal Metroplex project.

• August 2016 – SoCal Metroplex Finding of No Significant

Impact and Record of Decision issued with no curved departures.

• October 2016 – Benedict Hills files Petition for Review of the

Southern California Metroplex.

• See http://leechtishman.com/burbank-airport-benedict-hills for

copies of the documents mentioned here.

HISTORY OF THE SETTLEMENT AGREEMENT

• January 2017– Beginning of mediation between FAA and

Benedict Hills.

• March 2017 – FAA presents a settlement proposal.

Nothing on VNY, only BUR and flies south of the 101/134.

• September 2017 – FAA submits its Second Proposal.

Agreement is principle is reached dependent on the

• utcome of the Noise Screen and Emissions Analysis.
• January 2018 – FAA submits its Noise Screen and

Emission Analysis for its Settlement Proposal.

• March 2018 – Settlement Agreement is signed.

OROSZ AND SLAPP PROCEDURES

• 94% of all departures from Hollywood-Burbank Airport

depart on Runway 15.

• Since Runway 15 departures are the flights that are

flying over Benedict Hills, Studio City, and Sherman Oaks, our focus is on departures from Runway 15.

CURRENT PROCEDURES: OROSZ TWO

• OROSZ TWO: “Climbing

right turn heading 210°

• r as assigned by ATC,

expect vector to cross TILLR at or above 8000, then on track 324° to cross OROSZ at or above 9000, thence. . .”

• Minimum Climb Rate:

Standard with minimum climb of 340' per NM to 2100.

CURRENT PROCEDURES: SLAPP ONE

• SLAPP ONE: “: Climbing

right turn heading 210°, expect vectors to RAYVE then on track 009° to cross SLAPP at or above 13000, thence…”

• Minimum Climb Rate:

Standard with minimum climb of 340' per NM to 2100.

SETTLEMENT PROCEDURE: OROSZ THREE

• OROSZ THREE: “Climb

heading 155° to intercept course 214° to cross JAYTE at

• r above 2400 and at or

below 240 Kias, then on track 259° to cross TEAGN at or above 4000, then on track 258° for vectors to cross TILLR at or above 8000, then

• n track 324° to cross OROSZ

at or above 9000 and at or below 250 Kias, thence ...” [Kias=“Knots-Indicated Air Speed” or “airspeed”].

• Minimum Climb rate:

Standard with minimum climb

• f 460' per NM to 2500

SETTLEMENT PROCEDURE: SLAPP TWO

SLAPP TWO: “Climb heading 155° to intercept course 214° to cross JAYTE at or above 2500 and at or below 240 KIAS, then on track 258° to cross TEAGN at or above 4000, then on track 258° for vectors to cross RAYVE at or above 7000, then on track 009° to cross SLAPP at or above 13000, thence ...” Minimum climb rate: Standard with minimum climb of 460' per NM to 2500.

IMPORTANT POINTS ABOUT THE SETTLEMENT PROCEDURES

• The foregoing descriptions of OROSZ THREE and

SLAPP TWO are the “full procedure.”

• The procedures had to be designed to allow the

clunkiest aircraft departing BUR to make the turn.

• However, there is no intent that all flights departing

BUR on Runway 15 will fly the full procedure.

• The FAA, in the Settlement Agreement, promised that:
• “…aircraft departing Bob Hope Airport utilizing the SLAPP and

OROSZ procedures will be radar vectored by air traffic control north as soon as practicable after take-off …”

OROSZ THREE BACKBONES

• ~50% of all RWY 15

Departures would be dispersed within the area shown in yellow.

• OROSZ consists of (1) a

climb to ~1,000 feet AGL

• n the RNAV route, (2)

then a climbing right turn to a heading of the controller’s choice, (3) followed by a direct to OROSZ leg at the controller’s discretion.

SLAPP TWO BACKBONES

• ~37% of the departures from

Runway 15 would be dispersed within the area shown in yellow.

• This backbone consists of

(1) a climb to ~1,000 feet AGL on the RNAV route, (2) then a climbing right turn to a heading of the controller’s choice, (3) followed by a direct to SLAPP leg at the controller’s discretion.

CONCLUSIONS ABOUT SETTLEMENT PROCEDURES

• FAA predicts that about 1% of the departures from

Runway 15 will fly the “full procedure.” This amounts to about one flight per day, based on 2017 operations.

• The remaining 12% of departures from Runway 15 are

non-RNAV procedures.

DISPERSAL OF FLIGHT DEPARTING RWY 15

MISCONCEPTIONS ABOUT THE SETTLEMENT PROCEDURES

• The Settlement Procedures have not been implemented.

The noise you are experiencing now is not the result of the procedures that the FAA agreed to in the Settlement Agreement.

• The Settlement Procedures will not result in a

concentrated flow of aircraft over the waypoints. The report of the December 6, 2018, City of Los Angeles Chief Legislative Analyst was incorrect in concluding that these procedures would result in concentrated flights over Studio City and Sherman Oaks.

• Report of the Chief Legislative Analyst, Dec. 6, 2018, p.2: “As the initial

leg of the departure route uses specific, programmed waypoints over Studio City (the JAYTE waypoint) and Sherman Oaks (the TEAGN waypoint), air traffic departing Hollywood Burbank Airport will be more concentrated over these areas of the City.”

S E C T I O N 17 5 O F T H E FA A R E AU T H O R I Z AT IO N AC T O F 2 01 8

BENEFITS OF THE SETTLEMENT PROCEDURES

BENEFITS OF THE SETTLEMENT PROCEDURES

BENEFITS OF THE SETTLEMENT PROCEDURES

• SEC. 175. ADDRESSING COMMUNITY NOISE CONCERNS.
• When … amending an existing procedure …” the FAA “…

shall consider the feasibility of dispersal headings or other lateral track variations to address community noise concerns, if— (1) the affected airport operator, in consultation with the affected community, submits a request to the Administrator for such a consideration; (2) the airport operator’s request would not, in the judgment

• f the Administrator, conflict with the safe and efficient
• peration of the national airspace system; and (3) the

effect of a modified departure procedure would not significantly increase noise over noise sensitive areas, as determined by the Administrator.

BENEFITS OF THE SETTLEMENT PROCEDURES

Both of the Settlement Procedures provide for dispersal headings that will spread out the air traffic as it departs from BUR on Runway 15. Thus, BGPAA request for Sec. 175 routes is fulfilled.

OROSZ THREE SLAPP TWO

R E Q U E ST S O F U P R OA R L A A N D DA N F E G E R

BENEFITS OF THE SETTLEMENT PROCEDURES

BENEFITS OF SETTLEMENT PROCEDURES

At the September 11, 2019, Task Force meeting, UproarLA presented measures that they believed would assist in mitigating noise.

BENEFITS OF THE SETTLEMENT PROCEDURES

• UproarLA/Dan Feger:
• 1: Ask FAA to conform to already-existing FAA policy of establishing minimum

vectoring altitude (“MVA”) using 1000’ above obstacles for non-mountainous areas (vs 2000’ for mountainous areas) and revise the MVA chart as necessary.

• 2: Ask ATC to expedite delivery of vectors as soon as the aircraft reaches the

revised MVA.

• 3: Ask ATC to instruct aircraft to immediately execute the turn to the west as

soon as the radar vectors are provided.

• 4: Ask the FAA to issue a NOTAM to initiate the turn from the 210° heading

as soon as physically possible with the objective to be able to turn to the west before crossing the 101 freeway.

• Settlement Procedures:
• (1) a climb to ~1,000 feet AGL on the RNAV route,
• (2) then a climbing right turn to a heading of the controller’s choice,
• (3) followed by a direct to [OROSZ or SLAPP] leg at the controller’s discretion.

BENEFITS OF SETTLEMENT PROCEDURES

Dan Feger’s plan as presented at the September 11, 2019, Task Force meeting:

BENEFITS OF SETTLEMENT PROCEDURES

• UproarLA/Dan Feger:
• 5: Ask the FAA to issue a NOTAM to establish a higher minimum

climb rate to reach the revised MVA sooner.

• 6: Ask the airlines to use a higher climb rate to ascend to the

revised MVA as soon as physically possible with the objective to be able to turn to the west before crossing the 101 freeway.

• Settlement Procedures:
• (1) For both OROSZ and SLAPP, a minimum climb of 460' per NM

to 2500.

• (2) Compared to current minimum climb rate of 340’ per NM to

2100.

SUMMARY

• Are the Settlement Procedures the perfect solution? No.
• Does not address issues of departures from Van Nuys.
• JAYTE is south of the 101/134 freeway.
• But, it is better than what is currently being used and the

FAA has been working on it for several years now.

• Only obstacle to the implementation of these procedures

is the environmental assessment. Had the FAA used a categorical exclusion, these procedures would have been implemented by now and the residents would be experiencing less aircraft noise than they are currently are.

SUMMARY AND QUESTIONS

This Presentation and the publicly available documents mentioned in this presentation are available online at: http://leechtishman.com/burbank-airport-benedict-hills Steven M. Taber, Partner

staber@leechtishman.com (626) 395-7300 200 South Los Robles Ave., Suite 210 Pasadena, California 91103 (626) 796-4000 leechtishman.com